Rail car suspension system



Dec. 11, 1962 LEE ETAL RAIL CAR SUSPENSION SYSTEM Filed Dec. 12, 1960 4 Sheets-Sheet l J LVQEQ THEIR ATTORNEY Dec. 11, 1962 A. L. LEE ETAL 3,0

RAIL CAR SUSPENSION SYSTEM Filed Dec. 12, 1960 4 Sheets-Sheet 2 INVENTORS ARTHUR L. LEE ARTHUR B. COVAL THEIR ATTORNEY Dec. 11, 1962 A. L. LEE ETAL 3,057,698

RAIL CAR SUSPENSION SYSTEM v I Filed Dec. 12, 1960 4 Sheets-Sheet 3 INVENTORS ARTHUR L. LEE ARTHUR B. COVAL BY Q THEIR ATTQRNEY Dec. 1962 A. L. LEE ETAL 3,067,698

RAIL CAR SUSPENSION SYSTEM Filed Dec. 12, 1960 4 Sheets-Sheet 4 INVENTORS ARTHUR L. LEE ARTHUR B. COVAL THEIR ATTORNEY Unite States atent 3,067,698 Patented Dec. 11, 1962 3,067,698 RAIL EAR SUSPENSHON SYSTEM Arthur L. Lee, and Arthur B. Coval, Columbus, Ohio, assignors to Consoiidation Coal Company, Pittsburgh, Pa., a corporation of Pennsylvania Filed Dec. 12, 1960, Ser. No. 75,226 5 filairns. (Cl. 105-364) built with four wheels and have a relatively short wheel base so that the cars may negotiate curves within the mine. While having short Wheel bases, the cars usually have a substantial overhang of the body over the wheel base at both the front and rear ends of the car in order to provide maximum carrying capacity. The present invention is directed to an improved suspension system for this type of small transport vehicle. Many of the features of this invention are, however, applicable to other types of rail vehicles so that the description of the in vention with reference to a mine transport car is intended only by way of example and not of limitation. The scope of the invention is defined by the claims appended hereto.

In small mine transport vehicles hitherto in use, the two axles of the vehicle have been sprung from the body in conventional manner. It has been found that when the axles are so sprung, severe limitations are encountered in the use of the vehicle. Primarily, there is a limitation on the top speed of the vehicle.

It has been found that when a conventional suspension system is utilized for a small transport car, the car tends to oscillate about the pitch axis of the vehicle as the speed increases due to small irregularities in the track. The pitch axis of the vehicle may be defined as an axis parallel to the axles of the vehicle and extending approximately through the center of gravity of the vehicle. When the vehicle oscillates about its pitch axis, the front end of the vehicle body dips downwardly and the rear end raises. The rear end then dips downwardly and the front end raises. This continual dipping and raising of the ends of the vehicle result in what may be termed a pitching movement of the vehicle about the vehicle pitch axis.

Because of the relatively short wheel base of mine transport vehicles, and because of the relatively large overhang at each end of the vehicle, pitching motion of the vehicle which becomes severe causes the vehicle body to contact the rails or ties of the track upon which the vehicle is moving. This contact can cause derailment of the vehicle.

When severe pitching movement of a conventional transport car begins to occur, the speed of the vehicle must be greatly reduced so that the severe oscillations are dampened.

The present invention contemplates a novel suspension system which substantially prevents pitching motion of a rail transport car even at high speeds. Basically, the suspension system of the present invention prevents any substantial vertical movement between the vehicle body and the center portions of the vehicle axles. Thus, so

long as the wheels of the vehicle are on the track, the

longitudinal center line of the vehicle substantially follows the averageelevational contour of the track and the body of the vehicle cannot oscillate about the pitch axis and contact the rails or ties of the track.

In order to provide a smooth, cushioned ride, the axles are secured to the vehicle body at the centers of the axles through resilient members which prevent any substantial vertical movement of the axles relative to the body and which tend to cushion vibrations from being transmitted from the wheels to the body. Thus, the vibrations induced, for example, by the connections of one rail section to the other cannot be transmitted into the vehicle body.

In order to further cushion the vehicle body, rolling motion of the body relative to the vehicle axles is permitted to some degree. By rolling motion is meant the motion of a vehicle body about an axis extending longitudinally through the body. Thus, motion about the roll axis will cause one side of the vehicle to dip and the other to raise. In order to provide smooth cornering for the rail vehicle, it is necessary to provide some amount of rolling motion to the body relative to the vehicle axles.

In the present invention, the connections between the vehicle axles and body, while preventing substantial vertical motion of the axles relative to the body, do permit rolling motion of the vehicle body relative to the axles. In order to control the rolling motion of the vehicle body relative to the axles, large coil springs are utilized to connect the outboard ends of the axles to the outboard sides of the body.

With the present invention, a smooth firm ride is obtained in a transport vehicle while pitching motion of the vehicle body relative to the vehicle axles is substantially eliminated. While obtaining these highly desirable results, the vehicle of the present invention may be constructed of a relatively small number of parts and may be easily assembled. The easily assembled transport car is a highly efiicient vehicle.

With the foregoing considerations in mind, it is a primary object of the present invention to provide an improved rail car suspension system.

Another object of this invention is to provide a rail car suspension system for a four-wheeled rail car which eliminates excessive pitching motion of the rail car during operation.

Another object of this invention is to provide a fourwheeled rail car in which substanitally no vertical movement occurs between the body and the center of each ax e.

Another object of this invention is to provide a rail car which is easily assembled from a minimum number of parts.

These and other objects achieved by the present invention will become apparent as this description proceeds in conjunction with the accompanying drawings.

In the drawings:

FIGURE 1 is a perspective view of the frame and axle assemblies of a rail car built in accordance with the present invention and illustrating the novel suspension system.

FIGURE 2 is a top plan view of the frame and axle assemblies of FIGURE 1.

FIGURE 3 is a side elevation of the frame and axle assemblies of FIGURES 1 and 2 showing the position occupied by the vehicle body in phantom lines.

FIGURE 4 is a partial sectional view of an axle assembly taken along line 4-4 of FIGURE 2.

FIGURE 5 is a sectional view through an axle assembly taken along line 5-5 of FIGURE 2.

FIGURE 6 is a sectional view through an axle assembly taken along lines 6-6 of FIGURE 2.

Referring to the drawings, and particularly to FIG- URES 1 and 2, a vehicle frame member it has a pair of longitudinally extending runner members 12 which are connected by transverse connecting members 14, 16, 18

and 2G. The longitudinal runner members 12 are also transversely connected by end connecting members 22. As shown in FIGURES 1 and 2, the frame member is constructed of lengths of hollow pipe welded together to form the runner members 12 connected by the transverse connecting members 14, 16, 18 and 20 and the end connecting members 22. The material from which the frame is constructed and the manner of fastening it together may be any conventional material and method.

As shown in FIGURE 3, the frame member 19 rigidly supports a body 24 indicated in phantom lines. The details of the body form no part of the present invention and any suitable body may be utilized.

As shown in FIGURES 1 and 2, each of the transverse connecting members 14, 16, 18 and 26 has a mounting support receiving member 26 afiixed thereto midway between the longitudinal runner members 12 of the frame. The mounting support receiving members 26 are generally box-like structures which are secured to the transverse connecting members by supports 26a as by welding or the like. The mounting support receiving members are mounted in pairs so that the box-like portions of the receiving members 26 on transverse connecting members 14 and 16 face toward each other, and the box-like portions of the receiving members 26 on the transverse connecting members 18 and 2t face toward each other. As best seen in FIGURE 5, each box-like support receiving member 26 has a cover portion 26b which is bolted to the box-like portion of the receiving member 26. The purpose of the box-like receiving members 26 and the cover portions 26b will be more fully described hereinafter.

As seen in FIGURES 1 and 2, spring brace members 28 are fixed in place as by welding or the like between transverse connecting members 14- and 16 and between transverse connecting members 18 and 20. The brace members 28 are positioned longitudinally of the frame member 16 so that they are generally parallel to runner members 12. The brace members 28 are positioned equidistantly from the support receiving members 26 on each side of the receiving members 26. The exact shape of the spring brace members 28 may best be seen in FIG- URE 6 which shows a side elevational view of the brace member. Each of the spring brace members 28 has two vertically projecting cylindrical spring pilot means 28a formed on the underside thereof.

As seen in FIGURE 2, floor plates 30 may be secured between the members of the frame 10 to provide a floor for the body 24 of the vehicle. The floor plates 30 are omitted from FIGURES 1, 3, 4, 5 and 6 for clarity.

As best seen in FIGURES 1 and 2, the frame member 10 is mounted on axle assemblies 32 and 34. The axle assemblies 32 and 34 are identical and the manner of mounting the frame 10 to each of the axle assemblies is identical. Because of the identity of construction of the axle assemblies 32 and 34, identical reference numerals have been affixed to each of the components of the axle assemblies, and only one of the assemblies will be described in detail. The description will be equally applicable to either of the axle assemblies 32 or 34.

The axle assemblies 32 and 34 each have a generally cylindrical axle housing 36 which may best be seen in FIG- URE 4. As best seen in FIGURES 1, 2 and 5 the axle housing 36 has mounting supports 38 extending forwardly and rearwardly therefrom. The mounting supports 38 are perpendicular to the axle housing 36 and come together at their ends in a plane which also contains the axis of axle housing 36. In order to maintain the mounting supports 38 in perpendicular relation to the axle housing 36, bracing rods 46 connect the ends of the axle housing 36 to the ends of the mounting supports 38. On each outboard end of the axle housing 36, spring mounting means 42 are secured to the housing. The spring mounting means may best be seen in FIGURE 6.

4 Each spring mounting means 42 has vertically extending pilot means 42a secured thereto.

As best seen in FIGURE 4, an axle 4-4 is journaled for rotation within the axle housing 36 by bearings 46. The axle 44 has wheels 48 nonrotatably secured to each end thereof. Thus, two Wheels 48 and an axle 4d rotate together as a unit. Since this transport car is a self propelled vehicle, the wheels are nonrotatably secured to the axles. The suspension system of this invention could also be utilized with a rail car which had freely rotatable Wheels rotatably mounted on fixed axles.

When axle assemblies 32 and 34 are positioned within the frame member 16, the pilot means 42a of the spring mounting means 42 on the axle assemblies are axially aligned with the cylindrical pilot means 28a on the spring brace members 23 of the frame member 10. Coil springs 5t are provided to connect the outboard ends of the axle housings to the spring brace members 28 of the frame it) to permit controlled rolling motion of the vehicle body relative to the axle assemblies.

The mounting supports 38 of the axle assemblies 32 and 34 are at the centers of the respective axle assemblies. These mounting supports 38 extend forwardly and rearwardly into the mounting support receiving members 26 which are fixed to the transverse connecting members 14, 16, 18 and 29 of the frame 16. As best seen in FIG- URE 5, resilient rubber blocks 52 are positioned above and below each of the mounting supports 38 within the mounting support receiving members 26. In actual assembly, the rubber blocks 52 are positioned within the support receiving members 26 along with the ends of the mounting supports 38. The cover portions 26b of the receiving members 26 are then bolted in place.

The rubber blocks 52 within the support receiving members 26 prevent any substantial vertical movement of the axle housings 36 relative to the frame 10. However, because of the relatively long lever arms from the support receiving members 26 to the wheels 48 on each axle assembly, some twisting of the axle assemblies 32 and 34 relative to the frame 10 can occur through the resilience of the rubber blocks 52. Thus, the frame member 10 can roll relative to the respective axle assemblies 32 and 34.

To more clearly illustrate the motions permitted by the suspension system of the present invention, the roll axis RR and the pitch axis PP have been indicated on FIGURES 1 and 2. Referring to FIGURE 1, it will be seen that since the axle assemblies 32 and 34 may move relative to the frame member 10, the frame member 10 may roll about axis RR relative to the axle assemblies. However, since the frame member 10 may not move substantially relative to the axle assemblies 32 and 34 in a vertical direction, substantially no pitching movement of the frame member 10 about pitch axis PP may occur.

To more clearly illustrate the dampening effect of the connections to prevent pitching motion, it may be seen that if the front end of the vehicle would tend to dip and the rear end would tend to rise, the rubber blocks 52 above the mounting supports 38 of the front axle would be compressed between the supports 38 of the front axle and the support receiving members 26 of the front axle, whereas the blocks 52 below the supports 38 of the rear axle would be compressed between supports of the rear axle and the support receiving members 26 of the rear axle.

Since the rolling motion may occur, coil springs 50 are provided between the outboard ends of the axle assemblies and the frame member 10 to control the amount of rolling motion. Where very little roll is desired, the coil springs 50 may be made very stiff. Where slightly more roll is felt desirable, the stiffness of springs 50 may be relaxed slightly.

From the foregoing description of this invention, it will be seen that very high speed operation of the fourwheeled transport vehicle may be obtained, since slight irregularities in the track will not cause pitching motions that require speed reduction. The vehicle body cannot oscillate about the pitch axis and contact the rails or ties of the track. At the same time, the vehicle body is resiliently insulated by the resilient rubber blocks 52 from any small vibrations induced in the wheels. Rolling motion of the vehicle body is permitted in controlled amounts by the coil springs 50.

According to the provisions of the patent statutes, we have explained the principle, preferred construction and mode of operation of our invention and have illustrated and described what we now consider to represent its best embodiment. However, we desire to have it understood that, within the scope of the appended claims, the invention may be practiced otherwise than as specifically illustrated and described.

We claim:

1. A rail car suspension comprising a frame member adapted to support the body of a rail car, a pair of axle assemblies each including an axle, connecting means located midway between the ends of said axle assemblies for connecting each of said axle assemblies to said frame member, said connecting means permitting rolling motion of said frame member relative to said axle assemblies about a roll axis normal to said axles and extending longitudinally through said frame member so that there can be substantial vertical movement between the ends of said axle assemblies and the outer extremities of said frame member overlying said axle assembly ends, said connecting means including means to prevent substantial vertical movement of said frame member relative to each of said axle assemblies midway between the ends of said axle assemblies, and spring means connecting each of said axle assemblies to said frame member to control said grilling motion of said frame relative to said axle assemres.

2. A rail car suspension comprising a frame member adapted to support the body of a rail car, a pair of axle assemblies each including an axle housing having forwardly and rearwardly projecting mounting supports located midway between the ends of said axle assembly and an axle journaled for rotation within said housing, resilient connecting means for connecting each of said axle housing mounting supports to said frame member, said resilient connecting means permitting rolling motion of said frame member relative to said axle assemblies about a roll axis extending longitudinally through said frame member and said mounting supports, said resilient connecting means adapted to prevent substantial pitching motion of said frame member relative to said axle assemblies about a pitch axis parallel to said axles, and spring means connecting each of said axle assemblies to said frame member to control said rolling motion of said frame relative to said axle assemblies.

3. A four-wheeled rail car comprising a frame member adapted to support a rail car body, a pair of axle assemblles each including an axle housing having forwardly and rearwardly projecting mounting supports and an axle journaled for rotation within said housing, a wheel nonrotatably secured to each end of said axle, said axle assemblies including spring mounting means formed at the outboard ends of each of said axle assemblies, said frame member having a first pair of transverse supporting members extending in parallel, spaced relation to each other adjacent one end of said frame member and a second pair of transverse supporting members extending in parallel, spaced relation to each other adjacent the other end of said frame member, said first and second pairs of transverse supporting members having mounting support receiving members fixed thereto in longitudinal alignment with each other, said axle housing mounting supports extending into said mounting support receiving members, resilient connecting means connecting said mounting supports to said support receiving members, said resilient connecting means permitting rolling motion of said frame member relative to said axle assemblies about a roll axis extending longitudinally through said frame member and said mounting supports, said resilient connecting means constructed and arranged to limit pitching motion of said frame member relative to said axle assemblies about a pitch axis parallel to said axles, and spring means connecting each of said axle assembly spring mounting means to said frame member to control said rolling motion of said frame relative to said axle assemblies.

4. A four-wheeled rail car comprising a frame member adapted to support a rail car body, said frame member including longitudinally extending runner members, first and second pairs of transverse supporting members ex tending in parallel spaced relation to each other and connecting said runner members one pair adjacent each end of said frame member, mounting support receiving members fixed one to each of said transverse members midway between said longitudinally extending runner members, a first pair of spring brace members extending longitudinally between said first pair of transverse supporting members, a second pair of spring brace members extending longitudinally between said second pair of transverse supporting members, a pair of axle assemblies, each of said axle assemblies including an axle housing, axle housing mounting supports projecting forwardly and rearwardly from said axle housing in directions perpendicular to said axle housing, an axle journaled for rotation within said housing, a pair of wheels nonrotatably secured one to each end of said axle, and spring mounting means formed at the outboard ends of each of said axle assemblies, said axle assemblies and said frame member arranged so that said axles extend parallel to said frame member transverse supporting members and said axle assembly mounting supports extend parallel to said frame member runner members, the ends of said axle assembly mounting supports being received within said transverse supporting member mounting support receiving members, resilient connecting means connecting said mounting supports to said mounting support receiving members, said resilient connecting means permitting rolling motion of said frame member relative to said axle assemblies about a roll axis extending longitudinally through said frame member and said mounting supports, said resilient connecting means constructed and arranged to limit vertical motion of said frame member relative to each of said axle assemblies, and spring means connecting each of said axle assembly spring mounting means to said frame member spring brace members to control said rolling motion of said frame relative to said axle assemblies.

5. A four-wheeled rail car comprising a frame member adapted to support a rail car body, said frame member including longitudinally extending runner members, first and second pairs of transverse supporting members extending in parallel spaced relation to each other and connecting said runner members one pair adjacent each end of said frame member, mounting support receiving members fixed one to each of said transverse members midway between said longitudinally extending runner members, said mounting support receiving members fixed to said first pair of transverse supporting members arranged to face toward each other, said mounting support receiving members fixed to said second pair of transverse supporting members arranged to face toward each other, a first pair of spring brace members extending longitudinally between said first pair of transverse supporting members, a second pair of spring brace members extending longitudinally between said second pair of transverse supporting members, a pair of axle assemblies, each of said axle assemblies including an axle housing, axle housing mounting supports projecting forwardly and rearwardly from said axle housing in directions perpendicular to said axle housing, an axle journaled for rotation within said housing, a pair of Wheels nonrotatably secured one to each end of said axle, and spring mounting means formed at the outboard ends of each of said axle assemblies, said axle assemblies and said frame member arranged so that said axles extend parallel to said frame member transverse supporting members and said axle assembly mounting supports extend parallel to said frame member runner members, the ends of said axle assembly mounting supports being received within said transverse supporting member mounting support receiving members, resilient connecting means connecting said mounting supports to said mounting support receiving members, said resilient connecting means being formed of blocks of rubber mounted Within said mounting support receiving members above and below said axle assembly mounting supports, said resilient connecting means permitting rolling motion of said frame member relative to said 15 2,630,081

axle assemblies about a roll axis extending longitudinally through said frame member and said mounting supports, said resilient connecting means constructed and arranged to limit vertical motion of said frame member relative to each of said axle assemblies, and spring means connecting each of said axle assembly spring mounting means to said frame member spring brace members to control said rolling motion of said frame relative to said axle assemblies.

References Cited in the file of this patent UNITED STATES PATENTS Ramsey Sept, 9; 1924 Eustis Nov. 29, 1938 Kepner Mar; 3, 1953 

